Ata 71 (PW2000)

BOEING 757-200/300 ATA 71
Type Theoretical Training POWER PLANT (PW 2000)
TRAINING MANUAL
BOEING 757-200/300
Type Theoretical Training
71. POWER PLANT (PW 2000)

(ATA 71)
ISSUE 1, 3 OCT 2016 FOR TRAINING PURPOSES ONLY Page: 1

BOEING 757-200/300 ATA 71
TABLE OF CONTENTS
71-00 POWERPLANT ................................................................................... 4

INTRODUCTION ........................................................................................ 4
PURPOSE.................................................................................................. 5
GENERAL.................................................................................................. 6
SPECIFICATIONS & LIMITATIONS .......................................................... 8
EEC CONTROL SYSTEM OVERVIEW .................................................... 14
71-11 ENGINE COWLING ........................................................................... 16
COWLING AND STRUT ACCESS (LEFT SIDE) ..................................... 18
COWLING AND STRUT ACCESS (RIGHT SIDE) ................................... 20
INLET COWL ........................................................................................... 22
FAN COWL .............................................................................................. 24
CORE COWL ........................................................................................... 26
FAN DUCT COWL AND THRUST REVERSER ....................................... 28
FAN DUCT COWL & THRUST REVERSER OPENING........................... 30
THRUST REVERSER COWL ACTUATOR.............................................. 32
TURBINE EXHAUST ............................................................................... 34
FAN DUCT COWL & THRUST REVERSER OPENING........................... 36
71-21 ENGINE MOUNTS............................................................................. 38
71-71 ENGINE VENTS AND DRAINS ......................................................... 40
GENERAL DESCRIPTION ...................................................................... 42
ENGINE BIFURCATION PANEL ............................................................. 44
POWER PLANT ENGINE GROUND SAFETY PRECAUTIONS .............. 46
71-00 POWERPLANT ................................................................................. 50
ENGINE GROUND HANDLING POINTS ................................................. 54
POWER PLANT - LEFT SIDE.................................................................. 56
POWER PLANT - RIGHT SIDE ............................................................... 58
ENGINE STORAGE AND PRESERVATION ........................................... 60
POWER PLANT - REMOVAL/INSTALLATION ....................................... 62

BOEING 757-200/300 ATA 71
TABLE OF FIGURES
PW2000 SERIES ........................................................................................... 5

PW2000 POWER PLANT .............................................................................. 7
FLAT RATE TEMPERATURE ....................................................................... 9
PW2037/2040 IDLE SPEED ........................................................................ 10
PW2040 TAKEOFF POWER ....................................................................... 11
PW2040 CRUISE POWER .......................................................................... 13
EEC SYSTEM OVERVIEW.......................................................................... 15
ENGINE COWLS ......................................................................................... 17
COWLING AND STRUT ACCESS – LH SIDE ............................................ 19
COWLING AND STRUT ACCESS – RH SIDE ............................................ 21
INLET COWL .............................................................................................. 23
FAN COWLS ............................................................................................... 25
CORE COWL .............................................................................................. 27
THRUST REVERSER COWLS.................................................................... 29
FAN DUCT AND THRUST REVERSER OPENING ..................................... 31
THRUST REVERSER COWL ACTUATOR ................................................. 33
EXHAUST NOZZLE AND PLUG ................................................................. 35
FAN DUCT AND THRUST REVERSER OPENING ..................................... 37
ENGINE MOUNTS....................................................................................... 39
DRAINS AND VENTS ................................................................................. 41
ENGINE VENTS AND DRAINS SCHEMATIC ............................................. 43
ENGINE BIFURICATION PANEL ................................................................ 45
POWER PLANT HAZARD AREAS ............................................................. 49
ENGINE GROUND HANDLING POINTS .................................................... 55
POWER PLANT – LEFT SIDE .................................................................... 57
POWER PLANT – RIGHT SIDE .................................................................. 59
PREPARE THE AIRPLANE FOR THE POWER PLANT REMOVAL .......... 63
FUEL SYSTEM DRAIN / RIGHT SIDE FAN CASE DISCONNECTS /
ELECTRICAL CONNECTOR INSTALLATION ........................................... 64
PNEUMATIC DUCT INSTALLATION .......................................................... 65
FORWARD BOOTSTRAP EQUIPMENT INSTALLATION .......................... 67
STANG HYDRONICS HANDLING ADAPTER AND CRADLE
INSTALLATION .......................................................................................... 69
ENGINE MOUNT BOLT INSTALLATION.................................................... 71
TRANSPORTATION STAND INSTALLATION ........................................... 73

BOEING 757-200/300 ATA 71
71-00 POWERPLANT
INTRODUCTION Program Milestones
Pratt & Whitney's PW2000 engine family December 1979 Program launch
October 1984 Service entry on 757
The PW2000 family, covering 37,000 to 43,000 pounds of thrust, meets the September 1991 C-17 first flight
rugged demands of airlines for both short flights and long hauls. April 1992 180 minute ETOPS approval
April 1993 IL-96 first flight September 1993. RTC certification
The PW2000's technical innovation provides unparalleled performance, March 1994 Revenue service
environmental advantages, high reliability and low maintenance costs. The March 1995 PW2043 engine certification
engine was the first to offer Full-Authority Digital Electronic Control (FADEC), July 2002 EIS on the 757-300
an electronic engine control. Like the PW4000 family, the PW2000 is certified
to operate 180- minute ETOPS flights, giving 757 operators the ability to Engine Models
cross oceans and continents. The engine entered service in 1984 on the 757,
accumulating more than 26 million hours of service.  PW2037
 PW2040
Today's PW2000 engines feature a number of durability enhancements to  PW2043
provide longer time on wing and lower maintenance costs. The improved
model is known as the PW2000 RTC, for Reduced Temperature
Configuration. The PW2043, with 43,000 pounds of thrust, is the latest Airplanes Powered
offering in the series to power the 757 and its stretched version, the 757-300.
PW2000 offers high thrust and outstanding fuel efficiency, resulting in Boeing 757
superior payload capability and the ability to operate in high altitudes and hot Ilyushin IL-96
climates. C-17
Engine Characteristics
Fan tip diameter: 78.5 inches

Length, flange to flange: 141.4 inches
Takeoff thrust: 38,400 - 43,734 pounds
Flat rated temperature: 87 degrees F
Bypass ratio: 6-to-1
Overall pressure ratio: 27.6 -31.2
Fan pressure ratio: 1.63

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PURPOSE
The intention of this chapter is to specify  Identify, locate and describe:

 Power plant specifications and limitations,  Power plant cowling;
 Identify major power plant components,  Mounts;
 Drains and vents.
PW2000 SERIES

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GENERAL
The 757 airplane is powered by two PW2000 high-bypass turbofan engines

mounted below the wings.
The engines are individually supported in strut-mounted nacelles. Engine

components are accessible for maintenance by opening fan cowl panels,
core cowl panels and/or thrust reverser. Some engine components can be
serviced through access doors without opening the cowling.
Purpose:
 The power plant supplies the:
• Thrust to propel the aircraft.
• Pressure air for aircraft systems.
• Power for aircraft electrical and hydraulic systems.
Power Plant
The engine is a two-spool, axial-flow turbofan engine with high compression

ratio and high bypass ratio.
The engine incorporates two multi-stage turbine driven compressors. The

compressors have concentric shafting.
The low pressure (N1) compressor has five stages and is driven by a low
pressure turbine that has four stages The high pressure (N2) compressor has
twelve stages and is driven by a high pressure turbine that has two stages.
Refer to AMM 72 chapter Engine, for description of engine and basic

accessories.
The combustion section of the engine is a single annular type combustion

chamber.
The exhaust section of the power plant is described in AMM 78 chapter.

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PW2000 POWER PLANT

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SPECIFICATIONS & LIMITATIONS
Red Line Limits PW2037/PW2040
N1 100.5% Idle (15°C, 29.92 In Hg)

N2 100% Thrust 1 350 lb
EGT 645°C N1 17.8%
Max starting EGT 485°C N2 60.4%
EGT 374°C
Engine Data Fuel Flow 862 Ib/hr
(391 kg/hr)
Normal Oil Consumption 0.15 gal/hr TSFC * NA
Bypass Ratio 6:1
Compressor Ratio 27:1 * Thrust Specific Fuel Consumption
Engine Length 146.3 in (372.9 cm)
Fan Diameter 78.5 in (199.4 cm) Weights The only differences bitween the engine models are:
Engine, bare 7 125 lb (3 232 kg) PW2037 PW2040 PW2043
Built up power plant with inlet cowl 10 370 lb (4 704 kg) Maximum continuous at sea level, 34,640 34,640 36,420
Takeoff (15°C, 29.92 in Hg) PW2037 PW2040 static thrust, pounds Takeoff (5 min. 37,530 40,900 43,000
at sea level, static thrust, pounds)
Thrust 37 530 lb 41750 lb Fuel pump 025769 025870
Sundstrand
N1 87.9% 90.9% CENTER OF GRAVITY (INCHES) 2.5+0.5 2.9+0.5
N2 93.9% 96.6% Below engine centerline
Low pressure rotor (N1), RPM 4,575 --
EGT 525°C 580°C
High pressure rotor (N2), RPM 12,250 12,360
Fuel Flow 12 290 lb/hr 13 449 Ib/hr High pressure rotor (N2), RPM 12,335 12,445
TSFC * 0.327 Ib/hr/lb 0.344 Ib/hr/lb TURBINE EXHAUST TEMP (T4.9) o
C / oF o
C / oF
Take-off (5 minutes) 645 / 1193 655 / 1211
Take-off (5 sec transient) 660 / 1220 670 / 1238
Cruise (35,000 Ft, 0.8 Mach, -54°C)
Maximum continuous 615 / 1139 625 / 1157
Thrust 6 500 lb
Maximum continuous (5 sec trans) 630 / 1166 640 / 1184
N1 82.2%
At start-up, ground (3) 545 / 1013 495 / 923
N2 87.4%
At start-up, in-flight (2) 645 / 1193 655 / 1211
EGT 394°C
Fuel Flow 3 730 Ib/hr
(1 892 kg/hr)
TSFC * 0.574 Ib/hr/lb 0.578 Ib/hr/lb

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FLAT RATE TEMPERATURE

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PW2037/2040 IDLE SPEED

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PW2040 TAKEOFF POWER

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THIS PAGE IS INTENTIONALLY LEFT BLANK

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PW2040 CRUISE POWER

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EEC CONTROL SYSTEM OVERVIEW
EEC-controlled functions and components
Purpose  Engine start parameters / Acceleration and deceleration schedule
• FCU, fuel metering
The EEC control system is used to: Enhance basic engine control functions.  Isochronous idle HPC rotor speed control (IDLE control)
 Starting, idle, acceleration, deceleration, stability, and thrust control; • FCU, fuel metering
 Optimize engine efficiency;  Overspeed limit
 Maintain and coordinate complex schedules for anti- surge bleeds, • FCU, fuel metering
variable stator vanes and active clearance control;  Burner pressure limit
 Integrate engine accessory control; • FCU, fuel metering
 Enhance engine protection;  N1 /N2 Limit
 Critical speed and pressure limiting; • N1 speed transducer (EEC alternator)
 Thrust limiting and overboost protection;  Engine thrust, thrust limit, overboost protection
 Coordinate engine / aircraft control functions, done through data • FCU, fuel metering
communication networks;  Thrust reverser position
 Make pilot/engine interface better relative to hydromechanical control • Directional control valve command to solenoid, Thrust reverser
systems by automatic EPR control, limit protections and diagnostics; interlock, Thrust lever relay
 Improve operational reliability of hydromechanical control systems  Fuel / Oil temperature
which is accomplished through dual channel control, automatic fault
• Fuel/oil heat exchanger bypass valve solenoid,
detection and compensation and reduced down time through
• Air/oil heat exchanger valve
enhanced diagnostics Improve engine maintenance, accomplished
 2.5 Bleed System
through condition monitoring, fault detection and onboard diagnostics.
• Bleed actuator
Description and Operation  Variable stator vane schedule
• FCU, stator vane actuator
The engine control system is built around a dual channel, full authority, digital  14th Bleed System
electronic engine control. • Bleed converter valve
The electronic engine control manages and coordinates a wide range of  Active clearance control
engine related functions. It also functions as the primary interface between • LPT case cooling valve, HPT / HPC case cooling valve
the engine and the aircraft.  Turbine Cooling Air (IF INSTALLED)
• TCA actuator

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EEC SYSTEM OVERVIEW

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71-11 ENGINE COWLING
Purpose
To streamline the power plant and protect its components.
System Description
The cowling on the PW2000 series engines consists of the:

 Inlet cowl;
 Fan cowl;
 Thrust reverser cowl;
 Core cowl.
The exhaust sleeve is also included under the subject of cowling.
Either the fan cowl or the core cowl may be opened without regard to the
position of the other cowls.
However, both the fan cowl and the core cowl must be opened before
opening the thrust reverser cowl.
The fan cowl must be opened to gain access to the thrust reverser cowl V-
groove latch band. The core cowl must be opened before the thrust reverser
cowl because the core cowl overlaps the thrust reverser cowl.

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ENGINE COWLS

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COWLING AND STRUT ACCESS (LEFT SIDE)
General Component Locations
Listed below are access panels, pressure relief doors, and hoist points on the
left side of the strut and engine cowls.
Inlet Cowl
 Hoist points (2)
 Inlet probe access door
 Pressure relief door
Fan Cowl
 Oil fill and master chip detector access
Fan Thrust Reverser Cowl

 Thrust reverser actuator access (3)
 Thrust reverser deactivation access (2)
Core Cowl
 14th stage bleed valve vent
Strut
 Strut access panels (3)
 Aft strut fairing access door
 Pressure relief door (2)

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COWLING AND STRUT ACCESS – LH SIDE

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COWLING AND STRUT ACCESS (RIGHT SIDE)
General Component Locations
Listed below are access panels, pressure relief doors, and hoist points on the
left side of the strut and engine cowls.
Inlet Cowl
 Hoist points
Fan Cowl
 Cowl thermal anti - ice (TAI) valve access
 Starter override access hole
 IDG oil fill access and engine drain access panel
Fan Thrust Reverser Cowl

 Thrust reverser actuator access (3)
 Thrust reverser deactivation access (2)
Core Cowl
Strut
 Strut access panels (2)
 Aft strut fairing access door (2)

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COWLING AND STRUT ACCESS – RH SIDE

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INLET COWL
Purpose
To collect and direct the air flow into the engine inlet.
Location
The inlet cowl is in front of and attached to the engine fan case.
Physical Description/Features
The cowl contains a thermal anti-icing spray manifold in the lip. A total
pressure / temperature (PT2/TT2) probe is mounted in the top left part of the
cowl with an external access door. A pressure relief door is located on the
bottom centerline of the inlet cowl.
The cowl frame is made of aluminum. The external skin panels are
Kevlar/graphite. The panels contain a honeycomb core acoustical lining. The
cowl weighs 411 pounds (186.5 kg).

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INLET COWL

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FAN COWL
Purpose
To protect the components mounted on the fan cowl and streamline the
engine.
Location
The left and right fan cowls are mounted to the strut behind the inlet cowl and
ahead of the fan thrust reverser cowl.
The fan cowl panels are fastened together at the bottom with three flush
mounted tension latches. Each cowl panel contains two hold open rods to
support them in the open position. Both rods must be fully extended from the
bottom end to hold the fan cowls locked in the open position. The left fan
cowl weighs 96 pounds (43.5 kg) and the right cowl weighs 81 pounds (36.5
kg). The panels are made of Kevlar/graphite with a nomex honeycomb core,
an aluminum interior frame supports the composite skin.
Access
Left Side
 Engine oil service - hinged door on lower portion of cowl.
 IDG oil level sight glass viewing - small port on bottom aft edge of
cowl.
Right Side
 Cowl thermal anti-ice valve - small panel on forward, mid-section of
cowl.
 Starter override - oval port on lower forward portion of cowl,
 IDG oil fill and engine drains - hinged door on aft lower cowl.

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FAN COWLS

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CORE COWL
Purpose
To streamline the engine and protect engine components
Location
The left and right core cowl halves are mounted to the strut aft of the fan
thrust reverser cowls.
The aluminum core cowls are mounted on the strut with three hinges on each
cowl panel. They latch at the bottom with three tension latches. Each cowl
has one hold open rod. Each has a pressure relief door. The left cowl has an
exhaust vent for the engine de-oiler.
Each cowl panels weighs 76 pounds (34.5 kg).

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CORE COWL

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FAN DUCT COWL AND THRUST REVERSER
Note: Thrust reverser cowl is part of ATA chapter 78. Here the function of A V-groove band and latch surround the fan duct halves as an additional
the „cowling" is discussed. method of holding the halves together.
Purpose
To protect engine components, streamline the engine, and reverse the fan
thrust air flow.
Thrust Reverse Function – General
In the stowed position fan exhaust is allowed to flow through the fan reverser
and exit at the rear, producing forward thrust.
The thrust reverser sleeve is driven aft on tracks (deployed) by the hydraulic
actuators. As the reverser deploys blocker doors which form the leading edge
of the internal wall of the translating sleeve unfurl and block the fan duct,
forcing the fan exhaust outward through the now exposed cascades. The
cascade vanes direct the airflow forward producing a reverse effect.
Location
The left and right fan duct cowl and thrust reverser are mounted to the strut
behind the fan cowl and ahead of the core cowl.
The fan duct cowl and thrust reverser consist of a fixed torque box structure
and fan duct ("C" duct), and movable translating sleeve. When stowed, both
the fixed and movable parts of each cowl half can be hydraulically opened
with a hand hydraulic pump.
Opening and closing procedures are covered at the end of this chapter under
Maintenance Practices.
Four latches secure the two halves at the bottom.

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THRUST REVERSER COWLS

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FAN DUCT COWL & THRUST REVERSER OPENING
Latches
Four fan duct tension latches and two fan duct V-groove latch bands secure
the two fan duct cowl and thrust reverser halves together, Three of the Warning: INSERT LOCKING PIN THROUGH HOLD OPEN ROD WHEN
tension latches are accessible under two hinged access panels on the left fan EXTENDED.
duct cowl half. The fourth tension latch and the latch band assemblies are on
the reverser torque box, accessible after opening the fan cowls. Connect the hydraulic hand pump to one fan duct cowl and pump it open.
Each latch band and latch assembly consists of a folding handle, T-bolt Install the hold open rod. Disconnect the pump, connect it to the other cowl,
anchor, hook latch, and a band. The top of the band and the bottom hook pump it open, and install the hold open rod.
latch are attached to the engine.
Closing Procedure
Opening Procedure
Before closing, make sure the forward tension latches on both torque boxes
Caution: MAKE CERTAIN THE LEADING EDGE SLATS ARE are secured out of the way by the safety latches. Remove the weight of the
RETRACTED AND THE FAN AND CORE COWLS ARE cowl from the hold open rod with the hand pump, disconnect and stow the
OPENED BEFORE OPENING THE FAN DUCT COWL AND rod, and pump the cowl down, one side at a time. Disconnect the pump,
THRUST REVERSE. extend the white handle, and install the T- bolt anchor into the hook latch.
Pull the handle up increasing the tension until the handle and latch assembly
After opening the fan and core cowls, open the two panels on the underside lock.
of the left fan duct cowl and release the three tension latches. Release the
tension latch on the left fan duct torque box. Note the spring loaded safety Restow the handle and connect all four tension latches. Close and secure
latch which prevents the forward fan duct panel from closing unless the both panels.
torque box tension latch is fully latched. It also ensures that the latch is held
out of the way when closing the fan duct cowl and thrust reverser.
Release the V-groove latch bands by disconnecting the T-bolt anchor from
the hook latch on each side of the torque box. This is done by pulling the
knurled sleeve on the white folding handle in the direction of the arrow. This
unlocks the handle so that it may rotate and lock in the full extended position.
Next release the latch assembly by pushing the trigger. Rotate the handle
down, releasing the tension on the T-bolt anchor, until the anchor can be
disconnected from the hook latch.
The white handle can be stowed by pulling the knurled sleeve out again and
swinging the handle in until it latches.

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FAN DUCT AND THRUST REVERSER OPENING

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THRUST REVERSER COWL ACTUATOR
General
A hydraulic cowl opening actuator on each thrust reverser half allows the
cowl to be opened using a hand pump. Flex hoses connect the actuators to
hydraulic lines routed to a capped fitting in the bottom of the cowl. Engine oil
is the hydraulic fluid.
Location
The actuators are attached to the strut and to the top of the thrust reversers.
Operation
A GSE (Ground Service Equipment) hand pump is used to extend the

actuator and open the cowl. The weight of the cowl retracts the actuator to
close the cowl.

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THRUST REVERSER COWL ACTUATOR

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TURBINE EXHAUST
Note: Turbine exhaust sleeve and plug is part of ATA chapter 78 Removal and Installation
General Both the exhaust nozzle and plug assemblies are normally removed and
replaced with the engine.
The turbine exhaust system collects the hot combustion gases from the
turbines and directs them rearward through a nozzle to increase the gas exit
velocity.
The system consists of a nozzle and a plug which forms the rear section of
the engine and provides a streamlined profile to the fan exhaust.
Purpose
The purpose of the exhaust nozzle is to provide containment of the hot

exhaust gases and streamlines the fan airflow.
The purpose of the exhaust plug is to control exhaust gas expansion.
Location
The exhaust nozzle is bolted to the aft outer ring of the turbine exhaust case
assembly.
The exhaust plug is bolted to the aft inner ring of the turbine exhaust case
assembly.
The exhaust nozzle is an assembly of acoustically treated inner and outer

sleeves joined together at the rear of the nozzle. The inner sleeve bolts to the
exhaust case. The outer sleeve has 24 pads around the forward outer
circumference to provide seating for the engine core cowl when closed these
pads allow a cooling airflow overboard.

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EXHAUST NOZZLE AND PLUG

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FAN DUCT COWL & THRUST REVERSER OPENING
Latches
Four fan duct tension latches and two fan duct V-groove latch bands secure Warning: INSERT LOCKING PIN THROUGH HOLD OPEN ROD WHEN
the two fan duct cowl and thrust reverser halves together. Three of the EXTENDED. CONNECT THE HYDRAULIC HAND PUMP TO
tension latches are accessible under two hinged access panels on the left fan ONE FAN DUCT COWL AND PUMP IT OPEN.
duct cowl half. The fourth tension latch and the latch band assemblies are on
the reverser torque box, accessible after opening the fan cowls. Install the hold open rod. Disconnect the pump, connect it to the other cowl,
pump it open, and install the hold open rod.
Each latch band and latch assembly consists of a folding handle, T-bolt
anchor, hook latch, and a band. The top of the band and the bottom hook Closing Procedure
latch are attached to the engine.
Before closing, make sure the forward tension latches on both torque boxes
Opening Procedure are secured out of the way by the safety latches. Remove the weight of the
cowl from the hold open rod with the hand pump, disconnect and stow the
Caution: MAKE CERTAIN THE LEADING EDGE SLATS ARE rod, and pump the cowl down, one side at a time. Disconnect the pump,
RETRACTED AND THE FAN AND CORE COWLS ARE extend the white handle, and install the T- bolt anchor into the hook latch.
OPENED BEFORE OPENING THE FAN DUCT COWL AND Pull the handle up increasing the tension until the handle and latch assembly
THRUST REVERSER. lock.
After opening the fan and core cowls, open the two panels on the underside Restow the handle and connect all four tension latches. Close and secure
of the left fan duct cowl and release the three tension latches. Release the both panels.
tension latch on the left fan duct torque box. Note the spring loaded safety
latch which prevents the forward fan duct panel from closing unless the
torque box tension latch is fully latched. It also ensures that the latch is held
out of the way when closing the fan duct cowl and thrust reverser.
Release the V-groove latch bands by disconnecting the T-bolt anchor from
the hook latch on each side of the torque box. This is done by pulling the
knurled sleeve on the white folding handle in the direction of the arrow. This
unlocks the handle so that it may rotate and lock in the full extended position.
Next release the latch assembly by pushing the trigger. Rotate the handle
down, releasing the tension on the T-bolt anchor, until the anchor can be
disconnected from the hook latch.
The white handle can be stowed by pulling the knurled sleeve out again and
swinging the handle in until it latches.

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FAN DUCT AND THRUST REVERSER OPENING

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71-21 ENGINE MOUNTS
Purpose
To support the engine and transmit engine thrust to the airframe.
Location
There are two engine mounts, one forward and one aft. The forward mount is
attached to the intermediate case rear flange. The aft mount is attached to
the top of the turbine exhaust case double flange.
The mounts transfer engine thrust, vertical, and side loads to the strut, and
allow axial and radial growth due to thermal expansion. Both mounts are
accessible after the power plant has been removed.
Forward Lower Engine Mount
The forward lower engine mount holds the engine at three locations, a shear-
pin fitting and two thrust links. The shear pin is installed into a mating hole in
the rear flange of the intermediate case and held by four bolts. The two thrust
links are attached to the rear flange of the intermediate case on one side of
the shear pin fitting and to the aft end of the mount assembly.
The forward lower engine mount attaches to the strut with four vertical
tension bolts.
Aft Lower Engine Mounts
The aft lower engine mount holds the engine at three points on the double
flange of the turbine exhaust case. The aft lower engine mount includes two
tangential links and a center link which attaches to the same mount fitting.
The mount fitting attaches to the strut with four vertical tension bolts
Vibration isolators are used on the forward and aft engine mounts to reduce
noise levels in the passenger cabin.

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ENGINE MOUNTS

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71-71 ENGINE VENTS AND DRAINS
Purpose Vents
To drain unwanted liquids and vent air overboard. The IDG thermal relief vent discharges through the same access door, as
The drains are divided into nine fluid drains and one vent for IDG the drains. The de-oiler breather vent releases clean air near the drain
thermal relief. outlets.
Location
Nine drains and the single vent are located on the bottom centerline of the
engine under the fan cowl.
Drains
The nine drains discharge fuel and oil from leaking seals overboard through
louvers in the hinged IDG access door on the bottom of the right fan cowl.
A plate secured to the door identifies each drain. A certain amount of fluid
leakage is allowable. Refer to AMM 71-71-00.
These drains are, from left to right:
 Strut drain
 Core accessories drain (fuel), consisting of:
• 2.5 bleed actuator
• Air/oil heat exchanger valve
• LP turbine case cooling valve
• HP compressor and turbine case cooling valve
• Stator vane actuator
Note: All of the above have capped fittings for leakage isolation in their
drain lines or on the component (stator vane actuator).
 IDG pad seal drain (oil).
 Fuel oil heat exchanger drain (oil).
 Oil tank scupper and fuel/oil heat exchanger bypass valve drain (with
capped fitting in the latter) (oil).
 Starter pad seal drain (oil).
 Fuel pump pad seal drain (oil).
 Hydraulic pump pad seal drain (oil).
 EEC alternator pad seal drain (oil).

BOEING 757-200/300 ATA 71
DRAINS AND VENTS

BOEING 757-200/300 ATA 71
GENERAL DESCRIPTION
Drains
The engine drain system collects drain fluid and lets the drain fluids fall
overboard through a port in the access door on the lower fan cowl panel. Core Accessories Drain
The Integrated Drive Generator (IDG) thermal relief vent releases hot oil  This drain line collects fluids from the components that follow:
through the lower access door in the fan cowl panels. 1.14TH-Stage Bleed Converter Valve.
The engine vents are used to bleed air overboard. 2.Turbine Cooling Air Valve (if installed)
There are nine drains and two vents. The vents are the IDG thermal relief 3.Stator Vane Actuator
vent and the de-oiler overboard ejector tube vent. The drain outlets are all in 4.HP Compressor and HP Turbine Case Cooling Air Valve
one group. There are six fittings with caps on them in the drain system which 5.LP Turbine Case Cooling Air Valve
are used as fluid traps. You can use these fluid traps to help you isolate the 6. Air/Oil Heat Exchanger Valve
source of leakage when fluids from the drain mast are found. 7. Intercompressor (2.5) Bleed Actuator
 All of the above components have a different fitting with a cap on it, in
the drain line but the stator vane actuator.
 When fluid drains from the core accessory drain line, you can use
fluid traps to help you isolate the source of the leakage.
10. Oil Tank Scupper & 8 Fuel/Oil Heat Exchanger Bypass Valve Drain -
Fuel/Oil Heat Exchanger Bypass Valve section of this drain has a capped
fitting which you can used as a fluid trap to isolate the source of leakage.
9. Fuel/Oil Heat Exchanger Drain
11. IDG Thermal Relief Vent
12. Integrated Drive Generator (IDG) Pad Seal Drain
13. Starter Pad Seal Drain
14. Fuel Pump Pad Seal Drain
15. Hydraulic Pump Pad Seal Drain
16. Electronic Engine Control (EEC) Alternator Drain
18. Strut Drain
Vents
17. De-oiler Face Seal
 The de-oiler breather vent releases clean air near the drain outlets.

BOEING 757-200/300 ATA 71
ENGINE VENTS AND DRAINS SCHEMATIC

BOEING 757-200/300 ATA 71
ENGINE BIFURCATION PANEL
Description
The engine bifurcation panel is located at the 6 o'clock position below the
high pressure compressor case. The bifurcation panel is the focal point for
Electronic Engine Control (EEC) wiring, engine oil and fuel lines, drains,
servo air lines and EEC pressure inputs.

BOEING 757-200/300 ATA 71
ENGINE BIFURICATION PANEL

BOEING 757-200/300 ATA 71
POWER PLANT ENGINE GROUND SAFETY PRECAUTIONS
General
It is necessary during the operation of airplanes, which are supplied with When you operate the engine, the mass airflow will pull unwanted materials
power by jet engines, to prevent injury to persons and damage to property. into the engine. Thus, you must clean and examine the engine compartment,
air inlet, and work area to make sure there are no unwanted materials before
You must not only stay away from the engine inlet, but also the exhaust the engine operation.
nozzle where hot exhaust gases come out at high speeds. Also, the speed of
the air that comes out of the fan, especially at high thrust positions, is
sufficient to cause injury. When the thrust reverser is in the reverse thrust
position, the fan air comes out forward and not rearward.
You must wear eye and ear protection when you do the work by the airplane
while the engines are in operation.
Use the aerostands or platforms with the protection railings to prevent injury
when you do the work on the engines.
Use the general safety items, which follow, when it is necessary for the task
to prevent an accident.
Air Intake
Warning: ALL PERSONS MUST STAY AWAY FROM THE HAZARD

AREAS IN THE FRONT AND THE REAR OF THE POWER
PLANT. YOU MUST STAY OUT OF THE ENGINE SAFETY
BARRIER, IF USED, DURING THE GROUND OPERATIONS.
THE ENGINE CAN CAUSE SUFFICIENT SUCTION AT THE
INLET TO PULL A PERSON INTO THE INLET AND CAUSE
INJURY THUS, WHEN YOU GO NEAR A JET ENGINE, YOU
MUST FOLLOW THE PRECAUTIONS TO STAY AWAY FROM
THE INLET AIRFLOW. THE SUCTION NEAR THE INLET CAN
ALSO PULL IN HATS, GLASSES, LOOSE CLOTHES AND
WIPE-RAGS FROM POCKETS. YOU MUST ATTACH OR
REMOVE LOOSE OBJECTS BEFORE YOU DO THE WORK
AROUND THE ENGINE. IF YOU DO NOT FOLLOW THESE
INSTRUCTIONS, YOU CAN CAUSE INJURY TO PERSONS OR
DAMAGE TO EQUIPMENT.

BOEING 757-200/300 ATA 71
Exhaust Characteristics Velocity
At high engine speeds, the air which flows out of the fan and the engine
exhaust can blow loose dirt, stones, sand and other material at a distance of
more than one hundred feet. Thus, you must use caution when you park the
aircraft for a high speed operation to prevent injury to persons or damage to
property or other aircraft. A blast fence is recommended if you are to operate
the engines at high power in an area where there is not sufficient space
available. It is necessary to have a sufficient space to decrease the speed of
the fan and exhaust blast.
Temperature
You can find high temperature more than one hundred feet from the exhaust
nozzle in the correct wind conditions. By the engine, the exhaust
temperature can cause sufficient deterioration of bituminous pavement.
Thus, concrete aprons are recommended for areas of a high speed
operation. It is possible for a jet engine, when started, to set fire to the fuel
that has collected in the turbine exhaust area. This will cause long flames to
blow out of the exhaust nozzle. You must monitor this possible dangerous
condition and keep all flammable materials away.
Toxicity
The tests have shown that the quantity of the carbon monoxide in the
exhaust is low. But, there are other gases which smell bad and can cause an
effect to your body. If you are near these gases, this can cause injury to your
eyes. But more important, this can cause you not to breathe correctly.
Because of these two results, you must not get near operating engine.

BOEING 757-200/300 ATA 71

BOEING 757-200/300 ATA 71
POWER PLANT HAZARD AREAS

BOEING 757-200/300 ATA 71
71-00 POWERPLANT
General Test No, 3A - Idle Leak Test for the Oil and Fuel Systems
These tests provide minimum required testing after engine component This test is used to examine the engine for oil and fuel leaks after you
replacement to ensure an operable power plant. The tests are numbered, in operate the engine at the minimum idle. You can operate the engine with the
the Maintenance Manual, for positive identification. Tests marked with ">>" fan cowl panels in the open or closed position for this test. If you operate the
do not require an engine operation. engine with the fan cowl panels open, you must obey the instructions that
follow:
Test No. 1 - Engine-Driven (Hydraulic) Pump (EDP) Test  You must use inlet screens on the engine during engine operation
with the fan cowls open.
This test examines the output pressure during an engine operation at idle.  Make sure the airplane is static (not towed or taxied).
This is done to make sure the perfor  Make sure fire extinguishing equipment is available.
mance of the engine- driven pump is satisfactory.
Test No, 4 - Integrated Drive Generator (IDG) Test
>>Test No. 2 - Engine Motoring (Dry) Leak Test
This test examines the performance of the IDG and the operation of the
This test is a leak check for the oil system components and the fuel system IDG drive disconnect.
components upstream from the fuel control. Motor the engine to supply
power to the EEC and to examine the EPCS messages on the EICAS. Test No. 5 - Main Gearbox Replacement Test
>>Test No. 2A - Engine Motoring (Wet) Leak Test This procedure gives the minimum steps necessary to do a test after the
replacement of the main gearbox. The procedure examines the gearbox
This test is used to examine the components downstream of the fuel control. mounted components, leaks, and vibration.
These components are the fuel system components and the components
operated by the fuel pressure. Test No. 6 - 14th-Stage Bleed System Test
Test No. 3 - Minimum Idle Test This test has two procedures to examine the operation of the 14th-stage
bleed system. If the 14th~stage bleed system fails to open the valve, the
This test examines the operation of the engine from start up until the engine stability of the engine can decrease. If the 14th-stage bleed system fails to
becomes stable at idle. close the valve, the EGT, the fuel consumption, and the engine noise levels
will increase.

BOEING 757-200/300 ATA 71
>>Test No. 7 - Electronic Engine Control (EEC) Static Test Test No. 11 -Oil Pressure Test
This procedure makes sure of the correct operation of the EEC, and the This test examines the engine scavenge (SCAV) and manifold oil pressures
interface between the EEC and components, when the engine is not in to make sure they are in the limits. This procedure also includes the
operation. necessary steps to adjust the manifold oil pressure if the pressures are more
than the limits
The EEC does the internal self-tests, and gives test failure data to the EPCS
page on the EICAS. The EEC also compares output-to- feedback signals to Test No. 12 - Replacement Engine Test (Pretested)
make sure of the correct interface operation.
This procedure gives the minimum tests necessary for a new installed
Test No. 8 - Vibration Survey engine. This procedure is for an engine which did a test in a test cell before it
was installed. This includes the engine/airplane interface checks, electrical
Use this test to make sure the engine vibration stays in the permitted levels and hydraulic system checks, and leak checks. If the replacement engine is
after you replace or repair some components/module. not a pretested engine, you must use Test No. 10 - Replacement Engine Test
(Untested engine)
Test No. 9 - Performance Test
Test No. 13 - Intercompressor 2.5 Bleed Actuator Test
Replacement of an engine module can cause an unsatisfactory effect on the
performance of the engine, the engine EGT margin, the compressor surge This test examines the operation of the intercompressor 2.5 bleed actuator.
margin, the rotor speeds, the turbine cooling, and the bearing thrust load.
This test is necessary as shown in the Power Plant Test Reference Table to Test No. 14 - Stator Wane Actuator Test
keep the engine performance and safety. You can use the EICAS displays of
EPR, %N1, %N2 and EGT for the performance test if all systems operate This test examines the operation of the Stator Vane Actuator (SVA). The SVA
correctly. This test is the only necessary engine check made to show engine travels full stroke during engine start-up and shut-down. The Electronic
component defects. It is necessary to use accurate leak-free instruments to Engine Control (EEC) has test logic in place to check the stroke and
get correct results. feedback signal from the SVA.
Test No. 10 - Replacement Engine Test (Untested) Test No. 15 - Fuel Control Replacement Test
This procedure gives the minimum test necessary for a new installed engine. This test examines the installation of the fuel control with a wet motor leak
This procedure is for an engine which did not have a test in a test cell before check and an acceleration check measured in time.
it was installed. This includes the engine/airplane interface checks, schedule
checks, electrical and hydraulic system checks, and leak checks. Test No. 16 - Not Used
>>Test No. 17 - Thrust Lever Angle (TLA) Resolver Test
This test examines the installation of the TLA Resolver.

BOEING 757-200/300 ATA 71
Test No. 18 - Low Pressure Rotor Trim Balance >>Test No. 19 - PT2 System Leak Test
This procedure includes instructions for two procedures which trim balance This procedure does a pressurization and leak check for the PT2 system.
the low pressure compressor (LPC) and/or the low pressure turbine (LPT). The PT2 system is pressurized at the PT2/TT2 probe (on the internal side of
The Sommervaille Trim Balance procedure uses the Endevco the inlet cowl) to the EEC. Leaks in the PT2 system are not permitted. It is
Analyzer (or equivalent) which has three parts: necessary to repair all the leaks you find in the PT2 system.
 Part one operates the engine to find the quantity and %N1 rpm for the
maximum B and P flange vibration.
 Part two adds a trial weight to some point called 0-degree point on the
fan or turbine plane and operates the engine to examine the effect.
This is done again with the weight moved to 120- and 240-degree
positions, from the 0- degree position, on the fan.
 Part three makes two polar graphs of the data from parts one and
two.
 An estimate is made from the location and the quantity of the balance
weight necessary.
Test No. 18A - Fan Trim Balance with the Universal Airborne Vibration
Monitor (AVM)
This procedure does a trim balance of the fan with the Vibro-Meter Universal
Airborne Vibration Monitor (AVM) S362A001. During flight, this system
automatically calculates the best balance solution for the fan only.
The trim balance procedures should decrease the vibration levels of the fan
to less than 4.0 units on the airborne vibration monitor (AVM) during a ground
operation at all engine operation speeds.
This trim balance procedure uses the imbalance data recorded and
calculated by the AVM during one of the last six flights or engine ground runs
from the No.1 bearing vibration sensor. You can get this data from the front
panel display of the AVM: The current imbalance data.
The results of a calculation of a 1-plane balance (fan only).
This procedure is not to be used for an engine if the alternate accelerometer

location on the No. 1 bearing is used.

BOEING 757-200/300 ATA 71
Power Plant Test Reference Table A. General
The Power Plant Test Reference Table that follows shows the necessary
tests after a component is repaired or replaced. The table also shows
components that are not removed or installed on-the- wing for conditions
where a test cell is not available.

BOEING 757-200/300 ATA 71
ENGINE GROUND HANDLING POINTS
Purpose
To provide ground support equipment attach points during engine ground

handling and mounting.
Location
The front and rear engine ground handling points consist of five pads on the
fan discharge case and five holes in the turbine exhaust case flanges.
Two pads are on each side of the fan discharge case at about the horizontal
centerline. One pad is at the top of the vertical center line. These pads take
care of vertical, side, moment and axial loads.
 Maximum vertical load on the top pad is 10.000 pounds (4540 kg).
 Maximum vertical load on the side pads is 5,000 pounds (2270 kg)
per pad.
Five holes are located about the turbine exhaust case to accept load pins.
The top hole is slightly offset from the vertical centerline. The two side holes
are on the horizontal centerline. The remaining two holes are to the left and
right of the top hole and together can take a maximum vertical load of 8,600
pounds (3900 kg). The holes on the horizontal centerline can each take a
vertical load of 3,290 pounds (1490 kg).

BOEING 757-200/300 ATA 71
ENGINE GROUND HANDLING POINTS

BOEING 757-200/300 ATA 71
POWER PLANT - LEFT SIDE
General Component Location
An electronic engine control (EEC), fuel/oil heat exchanger, and oil tank are
located on the left fan case. An oil pump assembly and integrated drive
generator (IDG) are mounted to a fan case mounted main gearbox. Behind
the main gearbox is an angle gearbox. A 2.5 bleed actuator and an air/oil
heat exchanger are mounted to the rear face of the intercompressor case.
Cooling manifolds surround the high pressure compressor case and high and
low pressure turbine cases. A 14th stage, or start bleed is mounted to the
high pressure compressor case.
General System Features
The EEC controls the engine from start to shutdown. The fuel/oil heat
exchanger warms the fuel and cools the oil. The seven gallon oil tank is
manually filled with provisions for pressure filling. The oil pump assembly
consists of the lubrication pump and scavenge pump. The angle gearbox
transmits power to the main gearbox and accessory drives.
The 2.5 bleed bleeds intercompressor air overboard during low power
settings. The air/oil heat exchanger cools the oil using fan air. Fan air cools
the high pressure compressor case and high pressure turbine and low
pressure turbine cases to control case expansion during cruise. The 14th
stage bleed valve opens during starting and rapid deceleration.

BOEING 757-200/300 ATA 71
POWER PLANT – LEFT SIDE

BOEING 757-200/300 ATA 71
POWER PLANT - RIGHT SIDE
General Component Location
A start valve is located on the starter air manifold around the lower right fan
case. A hydraulic pump and starter are mounted on the front face of the main
gearbox. A de-oiler, fuel pump, and fuel control unit are mounted on the rear
face of the main gearbox. A forward engine mount is attached to the
intermediate case, and an aft engine mount is attached to the turbine exhaust
case.
Two ignition exciters and a stator vane actuator are mounted on the high
pressure compressor case. A fuel distribution valve is mounted below the
combustor case. Two igniters are installed on the lower right combustor case,
and 24 fuel injectors are installed around the combustor case.
The electrically controlled, pneumatically operated start valve opens during

engine starting, allowing air to the pneumatic starter. The two stage fuel
pump delivers fuel to the hydromechanical, EEC controlled fuel control unit.
The fuel distribution valve equalizes and distributes the fuel to the single
orifice fuel injectors, The two ignition exciters deliver high energy current to
the two igniter plugs. The stator vane actuator moves the five stages of
variable stator vanes. The engine mounts support the engine and transfer
thrust loads to the airframe.

BOEING 757-200/300 ATA 71
POWER PLANT – RIGHT SIDE

BOEING 757-200/300 ATA 71
ENGINE STORAGE AND PRESERVATION
General
Engine manufacturer recommends following preservation periods which There is no restriction on the number of times you can do the preservation
should be followed by aircraft operator or maintenance organization: procedure again, as long as it is accomplished each year.
 Preservation for a Period of up to 30 Days
 Preservation for a Period of up to 90 Days 3. The preservation procedures in this section are recommended as a guide
 Preservation for a Period of 30 to 365 Days to determine what precautions must be applied to give the engine sufficient
 Preservation Renewal Requirements protection from the elements during periods of storage and inactivity. Engine
 Procedure for Exceeded Long Term Preservation Period preservation is a flexible program that should be implemented in such a
 Depreservation manner as to conform with particular weather and storage conditions. You
must pay more attention to the preservation program for inactive engines
Engine preservation could be done: exposed to high humidity and/or large temperature changes, especially if they
 For operable engine installed on the aircraft (on-wing) or removed are near a salt water area. These definitely require more attention to
from aircraft preservation needs than those inactive engines stored in drier climates or
 For nonoperable engine installed on aircraft or removed form aircraft less severe weather conditions.
Detailed engine preservation and depreservation procedures are described in The preservation program for spare and/or stored engines must be scheduled
Aircraft Maintenance Manual chapter 72. before you implement the preservation renewal requirements and monitored
regularly to make sure that the necessary action is implemented before
Engine preservation procedure expiration of the preservation period. Depending upon weather conditions and
the condition of the engine protection equipment covers, the effectiveness of
1. The procedures that follow are recommended as the necessary minimum, the preservation protection must be analyzed and modified in order to keep
to protect the engine against corrosion, liquid and debris which go into the the engine in serviceable condition.
engine, and atmospheric conditions during periods of storage, and inactivity;
or which follow an engine-out ferry, or landing which follows an In Flight Shut You cannot preserve and place engines in storage and then forget them. A
Down (IFSD). These procedures are also recommended for installed engines correct plan (as given for an engine in revenue service) must be scheduled
on an inoperative aircraft or an engine not to be operated for more than thirty and then implemented.
days.
When you use desiccants they must be changed on a regular basis, based on
2. The recommended procedure for preservation of the engine changes the environmental conditions, to maintain the desiccant with a good protection
depending upon the duration of inactivity, the type of preservation used, and if life.
the engine is operable or non-operable.
Engines that can be started are considered operable. Engines that for any
reason cannot be started are considered non-operable. Preservation renewal
procedures are also covered in this instruction.

BOEING 757-200/300 ATA 71
Preservation for a Period of up to 30 days. Do the servicing of the oil tank with an approved mixture of engine oil and at
least 5 percent of lubrication system corrosion preventive oil or, as an
If engine was ferried or subjected to an in flight shutdown (IFSD), engine alternative, 7 percent corrosion preventive additive by volume.
must be dried out and relubricated within 24 hours per dry out procedure of Start the engine and let it become stable at ground idle for 15-20 minutes,
this section. followed by a thrust reverser cycle then stop the engine.
Cover the entrance to fan inlet cowl and exit openings.
Under no circumstances shall preservative oil or equivalent be sprayed into For a period of up to 90 days, the preservation of the fuel system is not
the engine inlet, core compressor or turbine, or engine exhaust. Dirt particles necessary.
deposited on the wetted blades and vanes may adversely affect engine
performance during subsequent operation. Preservation for a Period of 30 to 365 Days.
1. Start the engines and let them become stable at ground idle for 15 to 20 The preservation procedures are applied at the end of engine operation,
minutes, followed by a thrust reverser cycle then stop the engines. before the engine goes back to the shop, and when the engine does not
operate for a period of 30 to 365 days.
You can ignore this step if it was done during the last engine operation (flight
cycle). Under these conditions, consider the engine is preserved for 30 days Do not use silicone base oils in the fuel system. Damage to the engine can be
from time of last operation. caused.
2. Cover entrance to fan cowling and exit openings. Drain the oil tank.
Do the servicing of the oil tank with a mixture of approved engine oil and 7
Preservation for a Period of up to 90 Days. percent (by volume) corrosion preventive additive or with a mixture of
approved engine oil and 5 percent (by volume) lubrication system corrosion
You must do the preservation procedure at the end of engine operation or not preventive oil.
earlier than one day before an engine return to shop, when the engine must
not operate for a period up to 90 days. When you do the engine motoring procedure without the accessories
This procedure is only applicable to on-wing installed engines. installed, make sure that the items that follow are installed.
Preservation for a Period of up to 90 days. Pad covers and gaskets on pads where accessories are normally installed.
If engine was ferried or subjected to an in flight shutdown (IFSD), engine
must be dried out and relubricated within 24 hours per dry out procedure of Caps on the pad cavity drains to prevent the loss of engine oil.
this section.
Under no circumstances shall preservative oil or equivalent be sprayed into
the engine inlet, core compressor or turbine, or engine exhaust. Dirt particles
deposited on the wetted blades and vanes may adversely affect engine
performance during subsequent operation.
Operable Engine Preservation - Period of Up to 90 days.

BOEING 757-200/300 ATA 71
POWER PLANT - REMOVAL/INSTALLATION Prepare the Airplane for the Power Plant Removal
General The main steps of preparation the airplane for the power plant removal are:
It is necessary to have platforms or stands to get access to the items that you  Put the Airplane in the Correct Configuration for the Engine Removal.
will disconnect.  Disconnect the Fuel, Hydraulic, Pneumatic, and Electrical Systems at
Almost all of the items that you will disconnect are 8-1/2 to 10 feet above the the Strut.
ground.
The engine weighs approximately 8500 pounds (3855.5 kilograms). This

weight does not include the equipment to remove and install the engine.
Be careful not to apply too much of a load on the strut when you lift the
engine. It is necessary to use load cells to monitor the lift force on the engine.
The bootstrap equipment uses a lever hoist at each of the four support arms.
The lever hoists permit you to adjust the pitch and the roll of the engine. You
operate the two front or the aft lever hoists to adjust the pitch of the engine.
You operate one of the front lever hoists to adjust the roll of the engine.
It is necessary make the airplane level to ±3 degrees pitch and roll when you
use the bootstrap equipment (AMM PAGEBLOCK 08-21-00/201).
Before you remove the engine, find the center of gravity (c.g.) of the airplane
(AMM PAGEBLOCK 07-11-05/201). It can be necessary to use a tail jack to
support the tail of the airplane when an engine is removed.
When you remove the engine, it is necessary to immediately install caps on

all of the tubes, ducts, and electrical connectors after you disconnect them.
Do not remove the caps during the installation until you connect the tubes,
ducts or electrical connectors.
After you complete the engine installation, examine the engine, the inle cowl,
and the area around the engine for tools or loose objects. It is necessary to
operate the engine after you install it. If there are loose objects around the
engine, the objects can get pulled into the engine, which can cause damage
to the engine.

BOEING 757-200/300 ATA 71
PREPARE THE AIRPLANE FOR THE POWER PLANT REMOVAL

BOEING 757-200/300 ATA 71
FUEL SYSTEM DRAIN / RIGHT SIDE FAN CASE DISCONNECTS / ELECTRICAL CONNECTOR INSTALLATION

BOEING 757-200/300 ATA 71
PNEUMATIC DUCT INSTALLATION

BOEING 757-200/300 ATA 71
POWER PLANT REMOVAL WITH THE BOOTSTRAP EQUIPMENT
Install the Bootstrap Equipment.
Install the forward engine handling equipment.

Install the forward and the aft handling adapters.
Install the dynamometers to the engine handling equipment.
Install the hoists to the engine handling equipment.
Attach the engine cradle to the hoists.
Warning: ONLY APPROVED PERSONS MUST OPERATE THE LEVER

HOISTS. A LEVER HOIST WITH A LIGHT LOAD CAN RELEASE
THE LOAD IF THE CONTROL LEVER IS NOT IN THE
CORRECT POSITION. IF THE LEVER HOIST RELEASES, IT
CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO THE
ENGINE.
Lift the engine cradle, with the transportation base (shipping buck) attached, a
maximum of one inch (25.4 mm) to put the transportation base (shipping
buck) in the correct position.
Disconnect the cradle from the transportation base (shipping buck).

Remove the clamps or pins that attach the engine cradle to the transportation
base (shipping buck).

BOEING 757-200/300 ATA 71
FORWARD BOOTSTRAP EQUIPMENT INSTALLATION

BOEING 757-200/300 ATA 71
Remove the Engine with the Bootstrap Equipment. Remove the Forward Bootstrap Equipment and Close the Engine Cowls.
Make sure the thru-rod nut for the aft outboard arm is tight to 200-250 pound- Note: If you will not install an engine for more than 24 hours or if the wind
inches (22.60-28.25 newton meters). velocity is more than the limits for the hold-open equipment, it is
Lift the engine cradle from the transportation base (shipping buck) to the necessary to close the engine cowls. The forward bootstrap
engine. components must be removed before you can close the thrust
reversers.
Note: Use the forward hoists to adjust the roll of the cradle. Use the Remove the four hoists from the engine handling equipment.
forward and the aft hoists to adjust the pitch of the cradle. Remove the three dynamometers from the engine handling equipment.
To remove the forward bootstrap components remove lock pins and the
inboard and the outboard support arms.
Warning: MONITOR THE LOAD ON ALL OF THE DYNAMOMETERS. DO Remove the lower forward support and the upper forward support.
NOT APPLY MORE THAN 6,500 POUNDS TO THE FORWARD
INBOARD DYNAMOMETER OR 5,200 POUNDS TO THE Remove thrust reverser/core cowl hold open.
FORWARD OUTBOARD DYNAMOMETER. DO NOT APPLY
MORE THAN 1,200 POUNDS TO THE AFT DYNAMOMETER. IF Warning: FULLY OPEN THE THRUST REVERSERS BEFORE YOU
YOU APPLY TOO MUCH OF A LOAD, YOU CAN CAUSE REMOVE THE HOLDOPEN EQUIPMENT. THE THRUST
DAMAGE TO THE BOOTSTRAP EQUIPMENT, TO THE STRUT, REVERSER WILL CLOSE IF THE OPENING SYSTEM FOR THE
OR TO THE ENGINE. THRUST REVERSERS IS NOT PRESSURIZED. THIS CAN
CAUSE INJURIES TO PERSONS OR DAMAGE TO
Put the weight of the engine on the engine handling equipment. EQUIPMENT.
Disconnect the engine mounts.
Lower the engine to the transportation base (shipping buck.: Warning: OBEY THE INSTRUCTIONS IN PAGEBLOCK 78-31-00/201
CONFIG 3 WHEN YOU OPEN THE THRUST REVERSERS. IF
Warning: KEEP YOUR HANDS AND TOOLS AWAY FROM THE ENGINE YOU DO NOT OBEY THE INSTRUCTIONS, YOU CAN CAUSE
MOUNTS WHEN YOU LOWER THE ENGINE. THE ENGINE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT.
AND THE STRUT CAN MOVE SUDDENLY WHEN THE SHEAR
PINS DISENGAGE. THIS CAN CAUSE INJURIES TO PERSONS Close the thrust reversers (PAGEBLOCK 78-31-00/201 Config 3).
OR DAMAGE TO EQUIPMENT. If the core cowl panels were not removed from the airplane, remove the hold-
open equipment for the core cowl panels
Use tape to attach the upper fitting of the aft engine mount to the lower fitting
to prevent damage during transportation.
Disconnect the forward and the aft chains from the engine cradle.
Move the transportation base (shipping buck) forward until the engine is clear
of the strut.

BOEING 757-200/300 ATA 71
STANG HYDRONICS HANDLING ADAPTER AND CRADLE INSTALLATION

BOEING 757-200/300 ATA 71
Power Plant Installation with the Bootstrap Equipment Install the Engine with the Bootstrap Equipment.
Reffer to AMM TASK 71-00-02-404-058-P00.

Caution: ONLY INSTALL NEW MOUNT BOLTS OR MOUNT BOLTS
Prepare the Engine for the Installation Procedure. THAT HAD A FLUORESCENT PENETRANT INSPECTION. IF
THE MOUNT BOLTS ARE NOT SATISFACTORY, THE BOLTS
CAN HAVE FAILURES, WHICH CAN CAUSE DAMAGE TO THE
Caution: MAKE SURE THE CORRECT ENGINE MOUNTS ARE AIRPLANE OR THE ENGINE.
INSTALLED ON THE ENGINE. THE VIBRATION ISOLATED
AND THE NONISOLATED MOUNTS ARE NOT Apply compound to the shank and the threads of all the tension bolts (four
INTERCHANGEABLE. IF YOU DO NOT INSTALL THE locations on the forward mount and four locations on the aft mount).
CORRECT MOUNTS, YOU CAN CAUSE DAMAGE TO THE Apply compound to the shear pins on the forward and aft engine mounts.
ENGINE AND THE AIRPLANE. Make sure the top surfaces of the engine mounts and the adjacent surfaces
on the strut do not have grease, oil, or other unwanted material.
Make sure the correct engine mounts are installed. Put the transportation base (shipping buck) with the engine in its position
Get new engine mount bolts and vertical tension bolts, or do the steps that below the strut.
follow to examine the bolts that were used before to attach the engine. Attach the engine handling equipment to the engine cradle
Note: The steps that follow are applicable to the vertical tension bolts and Install the shim from engine change tool set, SPL-10395 to hold the aft end of
the engine mount bolts. the forward engine mount.
Do these steps to align the engine and the transportation base (shipping
Do a visual inspection of the engine mounts (PAGEBLOCK 71-21-00/601) for buck) with the strut.
heat damage (discoloration), cracks, corrosion, wear, loose fasteners, worn Make sure the nut on the strut thru-rod is tight to 200-250 inch-pounds (16.6-
bearings, or a sign of damage to the adjacent structure 20.8 foot-pounds or 22.60-28.25 newton-meters).
Examine the engine D-flange for damage from the 11:00 to the 1:00 0'clock Remove the tape that attaches the upper fitting to the lower fitting on the aft
position, aft of the thrust reverser vee. engine mount.
Make sure all the steps to Prepare the Airplane for the Power Plant Removal Lift the engine to the strut.
are completed (PAGEBLOCK 71-00-02/401). Attach the engine to the strut.
If it is necessary, do the steps to install the engine handling equipment in the Lower the hoists to hold only the weight of the engine cradle, not the weight
Power Plant Removal procedure (PAGEBLOCK 71-00-02/401). of the engine.
If it is necessary, open the core cowl panels and the thrust reversers, and Make sure there is no clearance between the top plate of the aft mount and
install thrust reverser/core cowl hold open, SPL-10393 (refer to the steps to the lower spar web of the strut.
Prepare the Airplane for the Power Plant Removal PAGEBLOCK 71-00-
02/401).
Note: You must remove the fan cowl panels when you install the engine.

BOEING 757-200/300 ATA 71
ENGINE MOUNT BOLT INSTALLATION

BOEING 757-200/300 ATA 71
Remove the Bootstrap Equipment from the Engine.
Note: The aft bootstrap components are removed in the procedure to put
the airplane back to its usual condition. The hold-open equipment for
the core cowl panels attach to the aft bootstrap components.
Remove the engine cradle from the engine.

Remove the four hoists from the engine handling equipment.
Remove the three dynamometers from the engine handling equipment.
Remove the forward engine handling equipment.

BOEING 757-200/300 ATA 71
TRANSPORTATION STAND INSTALLATION

BOEING 757-200/300 ATA 71

Ata 71 (PW2000)

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Ata 71 (PW2000)

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BOEING 757-200/300 ATA 71

Type Theoretical Training POWER PLANT (PW 2000)

71. POWER PLANT (PW 2000)

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71-00 POWERPLANT ................................................................................... 4

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PW2000 SERIES ........................................................................................... 5

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INTRODUCTION Program Milestones

Fan tip diameter: 78.5 inches

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The intention of this chapter is to specify  Identify, locate and describe:

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The 757 airplane is powered by two PW2000 high-bypass turbofan engines

The engines are individually supported in strut-mounted nacelles. Engine

The engine is a two-spool, axial-flow turbofan engine with high compression

The engine incorporates two multi-stage turbine driven compressors. The

Refer to AMM 72 chapter Engine, for description of engine and basic

The combustion section of the engine is a single annular type combustion

The exhaust section of the power plant is described in AMM 78 chapter.

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PW2000 POWER PLANT

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Red Line Limits PW2037/PW2040

N1 100.5% Idle (15°C, 29.92 In Hg)

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FLAT RATE TEMPERATURE

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PW2037/2040 IDLE SPEED

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PW2040 TAKEOFF POWER

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THIS PAGE IS INTENTIONALLY LEFT BLANK

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PW2040 CRUISE POWER

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EEC SYSTEM OVERVIEW

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To streamline the power plant and protect its components.

The cowling on the PW2000 series engines consists of the:

The exhaust sleeve is also included under the subject of cowling.

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General Component Locations

Fan Thrust Reverser Cowl

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COWLING AND STRUT ACCESS – LH SIDE

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General Component Locations

Fan Thrust Reverser Cowl

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COWLING AND STRUT ACCESS – RH SIDE

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To streamline the engine and protect engine components

Each cowl panels weighs 76 pounds (34.5 kg).

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Thrust Reverse Function – General